Utah Central Railway (1890-1897)

Overview

George Pitchard wrote the following about John W. Young's Utah Central:

Once the standard-gauge Utah Central Railway, running south from Ogden, through Salt Lake City, Provo, et cetera, on into southwestern Utah, was merged with several other lines into the Oregon Short Line & Utah Northern Ry., effective August 1, 1889, John W. Young decided to appropriate the 'Utah Central' name for his group of railroads, and effective April 8, 1890, the railroads began to be operated as the Utah Central Railway, a move which apparently caused no end of confusion (then and now!), as the locals, after 20 years, were used to referring to the north-south standard-gauge line as the Utah Central, and indeed the OSL&UN continued calling it the 'U.C. District' for some time. Young claimed the right to the name by virtue of his having suggested it back in 1869 for the first Mormon railroad project, the 'Utah Central Rail Road' between Ogden and Salt Lake City (and one of the three predecessor companies of the 1881 Utah Central Ry. that in 1889 became part of the OSL&UN Ry).

In any case, Young's narrow-gauge lines were operated as the Utah Central Ry., legally incorporated as such, though the preceding companies continued their legal existence, too, until sold in 1897, at the conclusion of the 1893 receivership.

Judging from the state of such records as still exist, Young seems to have lost interest in his Utah railroad projects along about 1891 or 1892, leaving active management to the company secretary, or to his lawyer. Financial difficulties had always been a problem, ever since the beginning of this 'second empire,' and the famous "Silver Panic" of 1893, et cetera, brought about receivership in November of 1893. During the receivership, operation of the Salt Lake & Ft. Douglas line above and beyond the wye at 9th South and 10th East, to Ft. Douglas and the branches to Red Butte and Emigration canyons, was suspended - the last known operation on these lines was in 1894, after which the track lay unused until taken up in 1897. The Cottonwood branch also appears to have been shortened early on in the receivership period, leaving only that portion south from the junction with the Park City line (by now the 'main' line) in the Sugar House district, to a brick works in an area known to this day as 'the Brick Yard,' and at which time it seems to have become known as the Mill Creek Branch.Such of the easterly extension beyond Park City as had had track laid on it, lost same early in the receivership; and of course the Utah Western line never had track to lose, so far as is known.

By the end of 1897, the pruning of the branches had left the Utah Central with its main line to Park City, which ran from the R.G.W. connection, easterly along 8th South and 9th south, southerly along 10th East and 11th East, easterly up Parley' canyon, and so forth, into Park City; and the Mill Creek branch. Not much else, except a few minor spurs here and there.

When the several railroads were sold in 1897, in the winding-up of the receivership, to the reorganized company, the Utah Central Railroad, the Rio Grande Western turned out to be the backer of the new company; in early 1898, the R.G.W. officially leased the U.C.RR. for a period of 49 years. Plans were already in process for the widening of the 'Utah Central branch,' which work began in 1899 and was completed in mid-1900. The R.G.W. was taken over operationally by the D & R G in 1902, but certain legalities delayed actual merger until July 31, 1908. The next day, August 1, 1908, lease of the Utah Central RR ended with the sale of the U.C.RR. to the D.& R.G.

At an as-yet-uncertain date, but known to be before the R.G.W. took control in early 1898, a third (standard-gauge) rail was laid on the line along 8th South, et cetera, and on into the Sugar House district, apparently for the benefit of the several lineside industries then present (but now long gone, of course). In 1900, the entire remaining line was widened by the R.G.W., which necessitated several new bridges and trestles, as well as a tunnel through Parley's Summit, at Altus (indeed, the entire line over the worst part of the hill was almost entirely relocated, to reduce grades from more than 6 percent to a mere 0!). Shortly after the widening project was completed, a new line (standard-gauge, of course) was built, at the behest of the City, more or less along what is now 21st South into the Sugar House district, which made necessary some rearrangement of tracks in that area, and allowed the abandonment of the old 8th South-10th East line, this work being completed by mid-1901.

Only minor changes to the remaining trackage occurred over the next 45 years. In 1946, most of the Park City line was abandoned, leaving only a few miles in operation up to quarries at Shale, in lower Parley's Canyon, and a bit of the former Mill Creek branch, down to Brick Yard. Most of this came up in about 1962, leaving only the 'Roper Spur,' along 21st South to about 11th East, in the Sugar House district. This track has, at this writing [2004], been out of service for several years, and is missing in spots, but it is now owned by the Utah Transit Authority, and at some future date is to become part of Salt Lake City's highly successful light-rail transit system.

The Millcreek Branch served the Salt Lake Pressed Brick Co., later Interstate Brick Co., and remained in place until the mid 1970s, albeit as a standard gauge branch for successor D&RGW. The site of the brickworks is today, the site of the Brickyard shopping mall. (Departure arrival times at Millcreek are shown in the September 16, 1888 issue of Salt Lake Tribune, "Salt Lake & Fort Douglas Railway")

Limited research suggests a much longer branch known as the Cottonwood Branch, that extended beyond Millcreek and the brick works, to the mouth of Big Cottonwood Canyon, a distance of about 11 miles. The route was along the Jordan & Salt Lake Canal constructed earlier to move granite from the quarries to downtown Salt Lake City, as well as along Big Cottonwood Creek beyond 51st South. The railroad route was abandoned during the receivership of 1893-1894 and became a wagon road, which later became today's Highland Drive and Holladay Boulevard, and Wasatch Boulevard to the mouth of Big Cottonwood Canyon. The route may have been graded only, and may never have actually had tracks constructed beyond the brick works. (More research is needed, possibly in the property records in the office of the Salt Lake County Recorder.)(The Cottonwood Branch was not mentioned in a listing of departure and arrival times in the September 16, 1888 issue of Salt Lake Tribune, "Salt Lake & Fort Douglas Railway")

Timeline

John W. Young began using the Utah Central name to draw on the good will potential investors may have had for the previous Utah Central Railway. The earlier Utah Central was part of the consolidation on July 27, 1889 that formed the Oregon Short Line & Utah Northern Railway, a company fully in the control of Union Pacific, and meant to bring all of UP's controlled railroads in Utah and Idaho under a single management. Note that Young began using the Utah Central name just seven months after Union Pacific stopped using the same name.

March 22, 1890
Park City line referred to as "SL&E branch of the Utah Central system." (Park Record, Park City, March 22, 1890)

The new company was a consolidation of John W. Young's Salt Lake & Eastern Railway, and his Utah Western Railway. His Salt Lake & Fort Douglas Railway was not included.

It was at about this time that John W. Young lost control of, and possibly lost interest in his railroads. This new Utah Central Railway's President, Joseph Richardson, and its new Treasurer, F. E. Canda, were both located in New York City.

April 12, 1890
The track is in town, but regular trains are not yet scheduled. T. J. MacIntosh, lately chief clerk in the U P offices in Salt Lake, is now General Freight and Passenger Agent of the Utah Central Rwy. (Park Record, Park City, April 12, 1890)

April 21, 1890
The name 'Utah Central' is being put on all of John W. Young's narrow gauge equipment now. (Salt Lake Daily Tribune, April 21, 1890)

April 26, 1890
Announcement that Utah Central will begin regular runs to and from Park City on Thursday, 1 May 1890. The railroad is about to put in a spur to Archibald's quarry, near Snyderville. (Park Record, Park City, April 26, 1890)

April 27, 1890
The new Utah Central has gotten a bunch of cars, also four engines; two passenger engines, one consolidation, and 'a tank engine for shunting'. (Salt Lake Daily Tribune, April 27, 1890)

May 1, 1890
The first regular passenger train left for Park City this morning at half past seven, from the foot of Main Street; train was three cars, being a baggage car and two coaches, and 'fairly well patronized.' (Salt Lake Evening Times, May 1, 1890)

May 1, 1890
The narrow gauge to Park City, formerly the Salt Lake & Eastern but now known as the Utah Central, is advertised as being open for business. (Salt Lake Herald, May 1, 1890)

May 10, 1890
The Pacific Express Company now sends its Salt Lake--Park City business over the Utah Central.

No depot site selected in Park City by the U. C. as yet.

A new Utah Central baggage car and a passenger coach now in the paint shop, and will be out soon; when they are, the U. C. will put on another train.

The Union Pacific deliberately dumped some cars on the ground at a contested point, to frustrate access by the Utah Central to the Mackintosh sampler. (Park Record, Park City, May 10, 1890)

May 17, 1890
Concerning the Utah Central, the Record has "...learned that the new baggage car and passenger coach, which have been in the paint shop, would be ready early the coming week, so that the new daily train ... can be started." (Park Record, Park City, May 17, 1890)

May 18, 1890
Surveys in progress for a new Utah Central depot, etc., at 8th South and Main Streets, in Salt Lake City. (Salt Lake Daily Tribune, May 18, 1890)

May 24, 1890
"A platform is to be erected at the end of the Utah Central track pending the settlement of the depot site and the erection of the building." (Park Record, Park City, May 24, 1890)

May 31, 1890
"Grading is progressing at the upper end of the narrow gauge track and just below the light works for the erection of the Utah Central's temporary passenger and freight depot." (Park Record, Park City, May 31, 1890)

June 7, 1890
Utah Central is running a telephone line along their tracks. (Park Record, Park City, June 7, 1890)

June 14, 1890
"After today the Utah Central trains will pull up to the end of the track, close to the electric light works, and the temporary depot at that place will soon be ready for use." (Park Record, Park City, June 14, 1890)

June 28, 1890
"The Utah Central's temporary depot quarters just below the electric light works are ready for use. The building on the platform enables the handling of freight and passengers with greater convenience." (Park Record, Park City, June 28, 1890)

August 15, 1890
"The Utah Central has received five handsome new coaches." (Salt Lake Daily Herald, August 15, 1890)

August 16, 1890
"The Utah Central has received some elegant new passenger coaches which will be put on the Park City branch soon." (Park Record, Park City, August 16, 1890)

August 30, 1890
"On and after next Monday the Salt Lake-Park City mail will be carried on the narrow gauge short line, and the probabilities are that twice a day service each way will be inaugurated." (Park Record, Park City, August 30, 1890)

August 31, 1890
One of the engines wrecked on Soldier Summit in May was 113. (Salt Lake Daily Tribune, August 31, 1890)

September 6, 1890
Item on the Utah Central and its passenger equipment: "No. 1 passenger coach, which is so badly used up as to be little better than a cattle car, should be thrown into the scrap heap." (Park Record, Park City, September 6, 1890)

September 13, 1890
"Hon. John W. Young, vice-president of the Utah Central Railway, came up from Salt Lake Wednesday on a tour of inspection... Construction work will be commenced in a few days on the extension, the line branching off in Kilfoyle's field, a couple of miles below town. The making of the junction at this place will be a benefit to the town more than if the junction were at Kimball's or lower down." (Park Record, Park City, September 13, 1890)

September 20, 1890
J. H. Young has gone east to order 200 box cars for the Utah Central Ry. (Park Record, Park City, September 20, 1890)

September 27, 1890
The junction point for the Utah Central eastern extension is not yet settled; one possibility is Kilfoyle's field, at the south end of Quarry hill, about two miles below town; another possibility is a point near the sampler, near town, and is a point which will give a much easier grade to Ross's Summit. "Heavy traffic and weak engines are again causing the Utah Central's evening train from Salt Lake to be late almost nightly." The paper opines that there is 'a great need' for a permanent depot. (Park Record, Park City, September 27, 1890)

October 4, 1890
"The large force of graders are making fast progress on the line of the Utah Central railway extension from Park City eastward to the Provo river region, and before Thanksgiving Day the grade will be pretty well finished." (Park Record, Park City, October 4, 1890)

October 11, 1890
The newspaper comments upon the 'wretched service' on the Utah Central, snowsheds on the line over the Summit, and one mention of a point near Barclay where the wagon road crosses under a Utah Central bridge. The Utah Central depot at Park City has not yet been begun and the paper notes that the depot is supposed to be done by December 1, 1890. (Park Record, Park City, October 11, 1890)

October 18, 1890
"The Utah Central have a waiting car provided for the public needs at the depot. As soon as the section houses and stations between here and Salt Lake are completed work will be commenced on the Park City depot building." (Park Record, Park City, October 18, 1890)

October 19, 1890
The Utah Central is building a frame engine house, west of their new depot, also in process of erection, at 8th South and Main Streets in Salt Lake City, a wye also being laid out. (Salt Lake Daily Tribune, October 19, 1890)

October 26, 1890
Utah Central agent at Park City is still doing business out of an old narrow gauge carbody. (Salt Lake Daily Tribune, October 26, 1890)

October 31, 1890
"The Utah Central private car is practically completed, and it is a model of coziness and comfort. A Tribune reporter looked it over yesterday,..." (rest of item says nothing about the car!) (Salt Lake Daily Tribune, October 31, 1890)

November 1, 1890
Depots at Barclay and Gogorza nearly done, but the one at Park City has not even been begun as yet. The Utah Central grade east of Park City, up Daniel's Canyon, is progressing finely. "The junction point of the Utah Central has been definitely decided on, in the field a little over a mile below town and grading for the wye and the eastern continuation is now under way." (Park Record, Park City, November 1, 1890)

November 15, 1890
"A railroad grade is being made up Daniel's Canyon, presumably for the Utah Central in its course eastward to Colorado." "The contract for laying the rails on the Utah Central extension, twenty-five miles eastward from Park City to Moon's saw mill, has been let to a Mr. Jolly of Nephi. The work will commence in a few days and there ought to be no interruptions for the grading is fast nearing completion." (Park Record, Park City, November 15, 1890)

November 16, 1890
New Utah Central depot at 8th South and Main to be 55x90 feet, and 2-1/2 stories tall, with some sort of tower on one corner of the building. (Salt Lake Daily Tribune, November 16, 1890)

December 13, 1890
"Track laying on the Provo extension of the narrow gauge is progressing very rapidly. The Union Pacific has been crossed and the iron horse is now over in the hills along the Provo river. If the winter remains open, the road will reach the timber reserves by spring." (Park Record, Park City, December 13, 1890)

December 20, 1890
Item to the effect that the Utah Central is getting a rotary plow (which it did not). (Salt Lake Daily Tribune, December 20, 1890)

December 23, 1890
"Rumbles of the Railroads." "John W. Young has eighty gondola cars en route to the city, and the first consignment is due here any day. These cars will be used for hauling coal, stone and ore between Park City and Salt Lake. Moreover, Mr. Young has one thousand tons of rails on the way, and 1,500 tons more have been ordered." (Salt Lake Daily Tribune, December 23, 1890)

December 25, 1890
"Rumbles of the Railroads." "The first installment of new freight and flat cars for the Utah Central has came, and in two days two new engines are due." "Two new freight and two passenger locomotives are due next week from Philadelphia and Rome, N. Y., for the Rio Grande Western." (Salt Lake Daily Tribune, December 25, 1890)

January 1, 1891
Article on the Utah Central says they have 18 (!) locomotives, 150 freight cars, five baggage cars and 16 passenger cars. Also says line is graded and rail being laid beyond Park City. (Salt Lake Daily Tribune, January 1, 1891)

February 14, 1891
"Saturday last the Utah Central had considerable trouble with snow, and it was found necessary to side-track the passenger the other side of the summit and run back to the city for another engine. While the engine was gone for help Conductor Bromley went to the station house, a short distance from the train, and procured a liberal supply of sandwiches and hot coffee. On returning, he invited all the passengers to help themselves, as it was the company's treat. There is some style about the Utah Central." (Park Record, Park City, February 14, 1891)

February 21, 1891
"The crossing of the Utah Central and the Union Pacific railroads below town has been taken up by the latter company. It was considered . unsafe and as it was not being used by the U. C. it was thought best to remove it until spring. As soon as active construction begins on the little road in the spring the crossing will again be replaced." (Park Record, Park City, February 21, 1891)

February 22, 1891
Standard gauge third rail being laid on the Utah Central to various suburban points, to accommodate the RGW. (Salt Lake Daily Tribune, February 22, 1891)

March 7, 1891
In an item on snow troubles on the U. C., made worse by "Not having a flanger,..." (Park Record, Park City, March 7, 1891)

March 20, 1891
The Utah Central has just received a Shay engine, of 40 tons, which will take 10 cars up a 6% grade. (Salt Lake Daily Tribune, March 20, 1891)

March 21, 1891
"Utah Central Items." "The Utah Central has just received a new Shea engine. It is a beauty and is able to handle ten loaded cars going over the divide. When cooled and watered and ready for business it weighs 80,000 pounds. It is intended to handle the freight traffic over the little road during the coming summer. It is expected that two new passenger cars will be added to the rolling stock before long." (Park Record, Park City, March 21, 1891)

March 22, 1891
The new Utah Central Shay is said to be the largest one yet sent west. The Utah Central "...has a small engine of this class...". (Salt Lake Daily Tribune, March 22, 1891)

March 25, 1891
New Shay out on a trial trip yesterday. In working order it weighs 81,500 pounds, says the paper. (Salt Lake Daily Tribune, March 25, 1891)

March 31, 1891
The new Shay is now in regular service. (Salt Lake Daily Tribune, March 31, 1891)

May 14, 1891
Forty-eight carloads of rails are at the depot for John W. Young's line to the Salt Lake. Ties are cut, as well, but John W. is out of town. (Salt Lake Daily Tribune, May 14, 1891)

May 28, 1891
Utah Central Engine No.2 is being repaired in the RGW shops; new axles, tires, and so forth. (Salt Lake Daily Tribune, May 28, 1891)

August 1, 1891
"Owing to repairs on the Seventh South street bridge the Utah Central will be unable to run trains to Wagener's this Sunday. However, everything will be all right next Sunday." (Salt Lake Daily Tribune, August 1, 1891)

September 4, 1891
"The Utah Central Suits." About 1-1/2 columns on the U. C.'s financial troubles; notes that locomotives and cars are waiting, at the U. P. and R. G. W. yards, for the payment of freights. (Salt Lake Daily Tribune, September 4, 1891)

September 9, 1891
"To the Great Lake." "Property Owners ask John W. Young to Push his Road." This item is in regard to the Utah Central line out to the Salt Lake itself, which was organized as the Utah Western on June 24, 1889. At present, this road exists only as a roadbed, grading being done for some 13 miles west of the Jordan River. Apparently, there have been no valid deeds drawn up for right-of-way, verbal agreements only so far. Item notes that some of the fills on this grade are eight feet high. (Salt Lake Daily Herald, September 9, 1891)

September 26, 1891
"Two Bad Smash-Ups" yesterday afternoon on the Utah Central's line over Parley's summit, involving a passenger train and a freight train, but no mention of car or engine numbers. (Salt Lake Daily Tribune, September 26, 1891)

October 3, 1891
"The two passenger coaches that went into the ditch last Friday evening on the Utah Central were lifted out Sunday and taken to Salt Lake. The coaches were found to be but little damaged." (Park Record, Park City, October 3, 1891)

October 24, 1891
"Solid for the Winter," an article that reports the Utah Central to have bought, on the 16th, Rio Grande Western engines 22 and 72, a flanger, a large and heavy apron snow-plow, two combination cars and two 'plush' coaches, all of which is presently in storage at Thistle, but will be brought to Salt Lake any day. (Note: accuracy of this item is highly suspect, at least by me!!) (Park Record, Park City, October 24, 1891)

October 30, 1891
The Utah Central has laid a third rail along its track to Sugar House, about four miles. (Salt Lake Daily Tribune, October 30, 1891)

November 29, 1891
An entire column on the suits against John W. Young, the Utah Central, Salt Lake & Eastern, and so forth; cause almost entirely unpaid bills. (Salt Lake Daily Tribune, November 29, 1891)

December 12, 1891
"Park City." "T. J. Mackintosh, superintendent of the Utah Central, C. W. Hardy, roadmaster, Joseph Bywater, master mechanic, and train dispatcher Hampton, of the same road, came up on a special yesterday to test the new Burnsides snow plow, recently placed on Engine No. 8, in the company's shops at Sugar House, and to clear the cuts and track of snow. The plow behaved in a very satisfactory manner and all who saw it declared it to be a very good one." (Salt Lake Daily Herald, December 12, 1891)

December 12, 1891
"Supt. T. J. Mackintosh, accompanied by Roadmaster C. W. Hardy, came up over the Utah Central yesterday afternoon bringing a snow plow recently purchased. After each storm the road will in future be cleared with that machine instead of allowing the passenger trains to buck the snow that piles up in the various deep cuts on each side of the summit." (Park Record, Park City, December 12, 1891)

December 12, 1891
"Assessor and Collector O. C. Lockhart yesterday afternoon attached passenger car No. 1, belonging to the Utah Central Company, to secure delinquent taxes. The car attached is the one now being used as a depot." (Park Record, Park City, December 12, 1891)

January 1, 1892
Utah Central has six engines, two of which are Shay types; 10 passenger cars and 60 freight cars; and there is (was?) some 7-1/2 miles of track laid beyond Park City, towards the Provo River. (Salt Lake Daily Tribune, January 1, 1892)

January 9, 1892
An item on a plow train to Park City, over the Utah Central, which left Salt Lake City on Thursday, the 7th; about one-half mile from Gogorza, "the snow plow struck a drift which, proving too formidable, the plow jumped the track and ran down an embankment,... The tender was knocked completely over on its side, while the engine remained standing." (Salt Lake Daily Herald, January 9, 1892)

January 10, 1892
"Park City." "The Utah Central troubles still continue. After leaving Park City the train reached the summit all right, where two of the engines were sent to Salt Lake, leaving No. 7, the Shay, to take the train and crew the balance of the way. The train started all right, but after having covered about one-half mile, it 'stripped' the cogs, thus rendering it perfectly useless. Word was sent to Salt Lake to call back the two engines that had been sent down." (Salt Lake Daily Herald, January 10, 1892)

January 13, 1892
Another item discussing the snow plow wreck mentioned in the item of 9 January, noting the "credit due Engineer Hawkes, of engine No. 9, which was following the snow plow. That gentleman barely averted the catastrophe by immediately reversing his engine, [otherwise] the inevitable result would have been to throw the engines 8 and 9 into the ditch,..." (Salt Lake Daily Herald, January 13, 1892)

April 26, 1892
Utah Central Shay that went into the ditch near Park City 'not long ago' is now in RGW shops being repaired. (Salt Lake Daily Tribune, April 26, 1892)

June 18, 1892
"B. S. Young, acting agent of the Utah Central, informs the Record that the crossing of the Union Pacific and Utah Central has been completed, the track and roadbed to a point about one mile north of the Ontario drain tunnel put in shape and trains are now running that distance on the extension. The large number of ties sold to the Saltair road and hauled to that point by team are being loaded and hauled to Salt Lake." (Park Record, Park City, June 18, 1892)

July 23, 1892
"The Utah Central" - the bondholders have taken over, and most of the old directors are out, and a bunch of new ones are in. The new directorate is composed of: J. Collett, E. C. Henderson, LeGrand Young, Joseph Richardson, P. L. Williams, C. D. Lavey, J. H. Hurd, E. B. Critchlow, and R. H. Cabell. (Park Record, Park City, July 23, 1892)

August 27, 1892
President J. Collett of the Utah Central has been out from the East to see the road, and he has appointed James McGregor to be the new General Manager of the Utah Central. Collett departed on Thursday for his home in the East. (Park Record, Park City, August 27, 1892)

September 17, 1892
"The Utah Central is going to be in better shape in a few weeks than ever before and will certainly have power enough to handle the passenger and freight traffic they are now receiving. The company has ordered four new, large engines - two passenger and two freight - and they will arrive in a few days, the bills of lading having been received. Preparations are also being made to complete the branch from Park City to Noon's mill. It would appear that President Collett has succeeded in awakening the new owners of the road to its importance as a business venture, and that they have decided to equip it for thorough service." Ties are still being loaded on the extension. (Park Record, Park City, September 17, 1892)

November 19, 1892
"The passenger car used by the Utah Central as a depot caught fire Tuesday night and was considerably damaged before the flames could be extinguished. The flames caught from the stove-pipe in the north end of the car, which is occupied by the train men as a sleeping room, and was the result of building a heavy fire and going away and leaving it. The damage was light." (Park Record, Park City, November 19, 1892)

January 21, 1893
"It was rumored last week that the Utah Central had a new passenger engine and that it was a 'Joe Screamer.' Inquiry develops the fact that the machine is a 'Joe Screamer' but not a new one. It has simply been thoroughly overhauled and repaired and is just as good as a new machine, and can take five cars over the summit almost without an effort. The company, however, is making extensive additions to its rolling stock and will soon be in a position to handle all business that may come its way." (Park Record, Park City, January 21, 1893)

January 31, 1893
John W. Young has lost the Beehive House on a sale ordered by court, to pay off a number of creditors. Zion's Savings Bank bought it. (Salt Lake Daily Tribune, January 31, 1893)

January 31, 1893
Utah Central general manager McGregor has been east, and returned, and he says the Utah Central is to have some new equipment soon. (Salt Lake Daily Tribune, January 31, 1893)

March 2, 1893
"The Rolling Stock Sale." "The Utah Central rolling stock sold at auction on Monday consisted of four or five engines, 114 flat cars and three passenger coaches. E. R. Rice, Jr., bid them in for F. W. Whitridge and E. C. Henderson, who represented the bondholders of the road. The bid was $6,400, the amount of the New York Equipment Company's claim." (February 27, 1893 was Monday.) (Salt Lake Daily Herald, March 2, 1893)

March 3, 1893
"Utah Central Improvements." "Rolling Stock Purchased and a Depot to be Built." At least so claimed the headline; this item purports to be the result of an interview with U. C. General Manager McGregor, who in an article in the Tribune of this date says the report of a new depot is false. Otherwise, the item in the Herald also says that "New engines and cars have been purchased,..." (Salt Lake Daily Herald, March 3, 1893)

March 3, 1893
"Will Not Build New Depot." "General Manager McGregor of the Utah Central now sets apart a portion of each day to dispose of rumors concerning his road." The report in the Deseret News of the 2nd (and Herald of the 3rd) that new depots are to be built is false, says McGregor. Also, he has no idea who will succeed the U. C.'s late president Collett; Vice-president Henderson is acting as president until a decision is made. (Salt Lake Daily Tribune, March 3, 1893)

March 11, 1893
"The Utah Central received their first new Hog locomotive on Thursday, and it will be seen in Park City in a day or two." Also, the U. C. has a brand new flanger. (Park Record, Park City, March 11, 1893) (This was likely the former Cleveland & Canton 13, operating as Utah Central number 2) ("Thursday" was March 10, 1893)

March 14, 1893
"Utah Central's Advances." "Better Rolling Stock and Much Improvement to be Added." "The Utah Central has just received a large Baldwin locomotive, one of the largest narrow-gauge engines made, to wrestle with the grades and traffic between Salt Lake and Park City." "If the engine just received proves satisfactory, a number of them will be ordered for the road." Lots of timber, material, etc., also arriving: "All these materials will be used in the manufacture of new cars and the repairing of old cars. The Central shops will henceforth turn out their own cars, having recently purchased the Rio Grande Western's old stock of narrow-gauge trucks." (Salt Lake Daily Tribune, March 14, 1893)

March 25, 1893
"Railway Affairs." "General Manager McGregor, of the Utah Central, left for the east yesterday, and it is supposed that he goes to look after the new rolling stock recently ordered for his road, and also to attend to the terminal improvements contemplated." (Salt Lake Daily Herald, March 25, 1893)

April 29, 1893
"The Utah Central has closed contracts for hauling ore... The Rio Grande Western is now repairing a couple of its old, heavy narrow gauge engines, and when ready for service will be placed at the disposal of the Utah Central and be used in handling the latter's increased freight traffic. Tuesday last the company ran its large new freight engine over part of the line to see if the rails and roadbed would stand its weight, and the result was quite pleasing to those in charge." (Park Record, Park City, April 29, 1893)

May 11, 1893
"Utah Central Rolling Stock" "The material for the cars to be built for the Utah Central has all arrived at the shops at Mill Creek Junction, and work will begin at once on the new rolling stock. A large number of cars will be put up and old rolling stock repaired." (Salt Lake Daily Tribune, May 11, 1893)

May 21, 1893
"The Utah Central has a large force of men on the road repairing the grades, ballasting, etc. The new Hogg engine is putting in full time with the work train:' (Salt Lake Daily Tribune, May 21, 1893)

October 28, 1893
A bad wreck reported on the Utah Central, Thursday afternoon, just east of Sugar House, in which the large freight engine was involved; and engineer E. M. Haywood was scalded. (Park Record, Park City, October 28, 1893)

November 28, 1893
"Receivers for Utah Central" -- appointed yesterday, in suit of Central Trust Co. of New York vs. the Utah Central -- James McGregor, present General Manager of the road, and Clarence Cary, a New York lawyer. (Salt Lake Daily Tribune, November 28, 1893)

The "Silver Panic" of 1893 resulted in bankruptcy and receivership of many railroad companies across the country, including the Utah Central Railway Company, which had notable financial problems of its own well before the Panic. This combination of causes resulted in the U. C. passing its mortgage bond interest, which in turn resulted in the mortgage holders, the Central Trust Company of New York, bringing suit for foreclosure against the Utah Central Railway Co. in the 3rd District Court, Territory of Utah, entered as docket number 12650, filed November 27, 1893.

Receivers were appointed as of that date, being James McGregor, then General Manager of the U. C. Ry., as well as having been for some years the manager of the Crescent Mining Co., of Park City, and Clarence Cary, a New York lawyer, who does not appear to have looked upon his new job in Utah very favorably - and, indeed, he seldom came to Utah during his tenure as co-Receiver.

January 1, 1894
Utah Central has 55 miles in operation, and another 25 miles graded beyond Park City, and equipment added and bridges built in 1893 to the amount of 26,000 or 27,000. (Salt Lake Daily Tribune, January 1, 1894)

January 31, 1894
"Thomas Marshall, et al., trustees, began suit against the Salt Lake & Fort Douglas Railway Company, et al., yesterday to foreclose mortgages in the sum of $800,000. The Utah Central Railway Company, its receivers and others are made party defendants, and the receivers of the Utah Central are appointed receivers in the present case." (Salt Lake Daily Tribune, January31, , 1894)

February 2, 1894
The Utah Central receiver has petitioned the court for leave to issue 100,000 in Receiver's Certificates, stating that, among other things, $28,409.47 has to be paid 'immediately' to parties who have furnished equipment for the road. (Salt Lake Daily Herald, February 2, 1894)

March 16, 1894
"Receivers Report." "In the case of the Central Trust Company against the Utah Central Railway company, together with the other principals in this far-reaching action, the receivers James McGregor and Clarence Cary appeared through their attorney, the Hon. Parley L. Williams, yesterday, and before Judge Merritt filed their report showing receipts and disbursements for the quarter extending from November 27, 1893 to February 28, 1894, inclusive. (Salt Lake Daily Herald, March 16, 1894)

May 26, 1894
"The Utah Central has extended its tracks up to the electric light works, which gives it plenty of trackage within the city limits, at least for the present." (Park Record, Park City, May 26, 1894)

May 12, 1894
"The Utah Central car - or depot - was this week moved to one side of the track, the work being done by the section men. Agent Hedges said he got tired of the engineers running into his place of business and so prevailed upon the company to move his car." (Park Record, Park City, May 12, 1894)

May 22, 1894
Utah Central grade is being widened in Parley's Canyon, and all the bridges are being rebuilt and repaired. About 50,000 ties to be put in this season, with ones of standard gauge dimensions to be used on the line between the City and Mill Creek Junction, where the shops are. "Some new box cars are being built at the shops" of the U C. (Salt Lake Daily Tribune, May 22, 1894)

June 2, 1894
"Besides the improvements being made by the Utah Central in its roadbed, four passenger coaches are being remodeled, one of which is now in the hands of the upholsterer and will soon be ready for use." (Park Record, Park City, June 2, 1894)

June 15, 1894
"Railway Items." "Receiver McGregor states the Utah Central equipment [was] never in better shape. The shops are now at work rebuilding locomotives and passenger coaches." (Salt Lake Daily Tribune, June 15, 1894)

June 25, 1894
Item on "Bracing up the Central" -- improvements being made on the Utah Central by the receivers -- the shops received a new iron roof recently -- part of "Building New Cars" says that about 50 men are employed in rebuilding and new building -- "...new work to the extent of four passenger coaches, ten box cars, 22 coal cars, and have rebuilt or overhauled two locomotives and have another now on the stocks." Fifteen bridges have been rebuilt to standard gauge dimensions -- 7-1/2 tons of 40 pound steel and 10 tons of 56 pound iron have been laid at various points, and the line on 8th South has had a third rail added. (Salt Lake Daily Tribune, June 25, 1894)

July 11, 1894
"Bridges on the U. C." "The Utah Central Railway has added a pile-driver to its equipment, and will commence at once the reconstruction of its bridges. These bridges will all be driven for standard gauge, and the company is now putting in large numbers of standard gauge ties." (Salt Lake Daily Tribune, July 11, 1894)

July 17, 1894
"Utah Central Improvements" notes that yesterday's train to Park City ."...was made up of new coaches just out of the shop." It also notes that "A number of coal and box cars have recently been built at the company's shops,..." (Salt Lake Daily Tribune, July 17, 1894)

July 21, 1894
"The Utah Central railroad has at last materialized the long-promised new passenger cars, they being placed on the road Monday of this week. The coaches, while nicely finished throughout, were a disappointment to the traveling public, owing to the fact that the seats are not upholstered nor cushioned, being provided with perforated backs and bottoms. However, they are a vast improvement over past accommodations, and as everybody realizes that the management of the little road is doing everything in its power to improve its service, no loud complaints are made. The Utah Central is the one link that bound Park City to the outside world during the worst part of the big strike, and the Salt Lake daily papers were delivered on time every day." (Park Record, Park City, July 21, 1894)

August 18, 1894
Utah Central is presently rebuilding Engine No 2 in their own shops at Sugar House -- new firebox, flue sheets and flues, new dome, frame rebuilt, and so forth -- the master mechanic is Bywater. (Salt Lake Daily Tribune, August 18, 1894)

October 23, 1894
Street Committee of the City Council discussed last night the removal of the abandoned SL&FD tracks, at least where they impede travel, in the eastern part of the city. (Salt Lake Daily Tribune, October 23, 1894)

October 24, 1894
More of the above -- again says the tracks of the SL&FD in the eastern part of the city are abandoned; Council says the railroad is to bring its tracks to grade where they cross South Temple, First South and Second South within 60 days. (Salt Lake Daily Tribune, October 24, 1894)

December 16, 1894
"Utah Central." "James McGregor and Clarence Cary, receivers of the Utah Central railroad, yesterday filed their quarterly report for the three months ending November 30, 1894, with the clerk of the Third District Court. (Salt Lake Daily Herald, December 16, 1894)

December 16, 1894
Utah Central quarterly report to court, for September, October and November; took in $16,917.01 in receipts, and paid out all of it but for $1,849.07, which remains as cash on hand as of 1 December 94. (Salt Lake Daily Tribune, December 16, 1894)

January 1, 1895
The $100,000.00 in Utah Central receiver's certificates were all spent by September of 1894. During the year 1894, the U. C. put in 16,500 narrow gauge ties, and 3,500 standard gauge ties; 21 bridges were rebuilt; four passenger coaches were rebuilt/remodeled; 19 gondola cars were rebuilt to a greater capacity; 10 new box cars were built. The locomotive shops overhauled six engines, and virtually rebuilt one. The company owns 56.5 miles of track but only about 32 of them are operated at present; there are 7-1/2 miles of track laid east of Park City, not operated, and 17 miles of completed grade beyond that. T. J. Mackintosh resigned 16 August, and was replaced by I. H. Burgoon. (Salt Lake Daily Tribune, January 1, 1895)

January 12, 1895
The $100,000 in Utah Central receiver's certificates will fall due on the 12th of February, and the paper says that the road will be foreclosed upon if they are not redeemed. (Salt Lake Daily Tribune, January 12, 1895)

February 1, 1895
"Utah Central Report", to the court, from November 27, 1893, when the receivers were appointed, to December 31, 1894 (Salt Lake Daily Tribune, February 1, 1895)

February 13, 1895
"Utah Central in Default", as the receiver's certificates fell due yesterday and were not redeemed. (Salt Lake Daily Tribune, February 13, 1895)

February 17, 1895
The Utah Central receivers to pay interest of $7,000 on the certificates, for now, and this will avert foreclosure proceedings. (Salt Lake Daily Tribune, February 17, 1895)

February 27, 1895
The interest amount mentioned above has NOT been paid as yet, and it is likely that the road will be sold. The Utah Central is saddled with all of the bonds of its predecessor companies:
$1,200,000 of the Salt Lake & Eastern;
$500,000 of the Salt Lake-& Fort Douglas;
$600,000 of the yet-unbuilt Utah Western; and $220,000 of the Utah Central itself. The paper notes 'a singular circumstance' in the affairs of the U. C. in the disappearance of some of the original account books and other records, and that such books as are available have been kept in a very peculiar manner; the task of unraveling the company's financial history is "an almost hopeless one." (Salt Lake Daily Tribune, February 27, 1895)

March 1, 1895
"Utah Central Receivership" - Special Master George D. Loomis filed his report with the court yesterday; The receivers have paid out the sum of $51,963.43 for debts incurred before their appointment, for which expenditures Loomis has found vouchers for all except $6,753.00, which was for a locomotive, and the Receivers have sent back East for copies of the missing papers in that regard. The only one of the receiver's certificates so far redeemed is #733, for $1,624.78, which is held by Joseph Richardson. James McGregor, one of the receivers, has on occasion used some of his own money to pay taxes and the like. (Salt Lake Daily Tribune, March 1, 1895)

March 10, 1895
Superintendent Burgoon has kept the Utah Central open all winter, with no days lost on account of snow blockade -- never before done in U. C. history. (Salt Lake Daily Tribune, March 10, 1895)

March 23, 1895
"The Utah Central company has a strong force of men at work in its shops at Salt Lake building new ore cars for service between Park City and Salt Lake, and one completed car is being turned out every other day. The cars are to be used only in the transportation of ore and are something new and convenient in that line." (Park Record, Park City, March 23, 1895)

April 16, 1895
"Utah Central Affairs." "Three Months Ending March 31 Shows a Profit." "The report of James McGregor and Clarence Cary, receivers of the Utah Central Railway company, for the three months ending March 31 was yesterday filed with Special Master George D. Loomis. (Salt Lake Daily Herald, April 16, 1895)

April 27, 1895
"The Utah Central is now receiving a fair share of the ore shipments and several cars per day are being hauled to the Salt Lake smelters. The new cars recently constructed for that class of freight are giving splendid satisfaction and are much handier for a short run than the box cars heretofore used for that purpose. The little road should enjoy a profitable summer." (Park Record, Park City, April 27, 1895)

July 3, 1895
"To Lease the Utah Central." Chief Justice Merritt yesterday signed an order authorizing McGregor and Cary, as receivers of the Utah Central, to lease to Henry Wagener that part of the Salt Lake & Fort Douglas railroad between Fort Douglas and his brewery. Wagener is to report on the 10th of every month the number of passengers carried, and to pay to the U. C. Rwy. 8 & 1/3 cents per passenger. (Salt Lake Daily Herald, July 3, 1895)

September 7, 1895
"While making a flying switch yesterday morning at the Park City Ice company's siding, near Kimball's ranch, the Utah Central passenger engine left the track and turned upside down, and the passengers and mail had to be brought to the Park by team. No person was injured, although it was a close call for the engineer and fireman. The track was cleared and the regular afternoon train left here about an hour late." (Park Record, Park City, September 7, 1895)

September 10, 1895
The Salt Lake & Ft. Douglas is not operating trains to the fort, or on any of its lines up that way. (Salt Lake Daily Tribune, September 10, 1895)

September 21, 1895
"Preparations are being made by the Utah Central to build an engine house on the summit and station a locomotive there during the winter months to facilitate the handling of trains and reduce the chances of snow blockades." (Park Record, Park City, September 21, 1895)

September 22, 1895
"New Engine for the Utah Central." "The Receivers of the Utah Central Railway Company were yesterday authorized by the court to purchase and pay for one engine manufactured by Burnham, Williams & Co. of the Baldwin Locomotive Works, Philadelphia, Pa., for $6,850. One-fourth of the amount to be paid in cash and the balance in eighteen monthly installments. The receivers say the increased business of the road makes the purchase necessary." (Salt Lake Daily Herald, September 22, 1895)

September 28, 1895
"About 80 tons per day are being handled [from the Crescent mine and mill, via the tramway] and shipped to Salt Lake over the Utah Central." "The Utah Central is doing a thriving business these days, its freight traffic having increased to such an extent that it has become necessary to order a new heavy freight engine, which will be furnished by the Baldwin Locomotive works, and which is expected to soon arrive." (Park Record, Park City, September 28, 1895)

October 9, 1895
As of the 9th, the Utah Central agent at Park City, A. H. Ahlefeld, also became the Park City ticket agent for the Rio Grande Western, and tickets now available via UC & RGW to anywhere in the country. (Park Record, Park City, October 12, 1895)

October 20, 1895
"Report of the Receivers." For the Three Months ending 30 September, this report is much the same as the foregoing ones; but under the head of Disbursements, is this: "Part Payment of New Locomotive 1,712.50" (This is in complete agreement with the item of 22 September, above, as the $1,712.50 is one-fourth of the $6,850 price of the locomotive, per the contract.) (Salt Lake Daily Herald, October 20, 1895)

November 12, 1895
"One of the biggest and best narrow-gauge locomotives ever built will arrive in Salt Lake today over the Rio Grande Western railway, for the Utah Central railway. The engine will be a mate in dimensions for the present engine No.3 on that line, and is from the Baldwin Locomotive Works. The dimensions are: Cylinders, 16 x 20 inches; driving wheels, 37 inches, outside diameter. She will be of the consolidated or 'hog' type, and while of the same general dimensions as the No. 3, will have all the latest improvements for locomotives. Her total weight will be sixty-three tons." (Salt Lake Daily Tribune, November 12, 1895)

November 14, 1895
"The big consolidation engine for the Utah Central railway referred to in these columns on Tuesday was received from the Baldwin Locomotive Works over the Rio Grande Western yesterday and was moved over to the Utah Central shops." (Salt Lake Daily Tribune, November 14, 1895)

November 16, 1895
"The new locomotive ordered by the Utah Central arrived in Salt Lake this week from the Baldwin works and is now being put in shape at the shops. When in running order it will take the place of engine No. 3, and the latter will be stationed on the summit to handle the snow plow this winter, a good substantial engine house having been erected there for its accommodation. Thus equipped the little road will be in good trim to buck-snow this winter and keep the road open. Business with the Utah Central is picking up rapidly,..." (Park Record, Park City, November 16, 1895)

November 17, 1895
"The new Utah Central engine will make a trial run to Park City today. A special car will carry a party of officials and friends." (Salt Lake Daily Tribune, November 17, 1895)

November 18, 1895
Item about Utah Central, "Engine's Trial Trip", says very little useful and uses three column inches to do it! Number not given yet. The officials that went on the trip were: J. McGregor; I. H. Burgoon; chief clerk F. E. Shafer; Master Mechanic J. J. Bywater. The 'friends' were C. L. Haines and three others not named. Engineer was Arthur Edson; left SLC at 9:00am, made many stops en route, arrived in Park City at 12:30pm; the return trip was made in two hours. The engine "...is one of the largest narrow gauge locomotives now manufactured,...". (Salt Lake Daily Tribune, November 18, 1895)

November 19, 1895
"The new Utah Central engine No. 1 began its regular trips to Park City yesterday with the passenger train. With this powerful locomotive there is no delay and no failures to make time." (Salt Lake Daily Tribune, November 19, 1895)

November 23, 1895
"The passenger train on the Utah Central was brought up Monday morning for the first time by the new engine. The machine was in charge of an engineer sent from the works and walked up the heavy grade without a hitch or jar. It is a fine machine and will do most excellent service." (Park Record, Park City, November 23, 1895)

November 30, 1895
The new Utah Central engine can take six cars up the hill "as easy as can be". (Salt Lake Daily Tribune, November 30, 1895)

December 28, 1895
"Engine No. 3 of the Utah Central got off the rails near the depot Tuesday night and though the crew labored constantly and hard the machine could not be gotten back until pulled on by the engine of the morning passenger train. No damage was done." (Park Record, Park City, December 28, 1895)

May 30, 1896
The receivers of the Utah Central, owing to I. H. Burgoon's resignation, announce the following appointments, effective June 1st: F. E. Schafer, as Auditor and General Freight Agent; J. V. Hampton, as Master of Transportation, with duties of the general superintendent, as the office of general superintendent is abolished. (Park Record, Park City, May 30, 1896)

July 18, 1896
The usual report of the Utah Central, for the three months ended on 30 June 1896; nothing in it out of the ordinary. (Salt Lake Daily Herald, July 18, 1896)

November 7, 1896
The Salt Lake City Council has had a resolution submitted for it to consider, to the effect that the Salt Lake & Fort Douglas railroad be ordered either to comply with the-terms of its franchise, or tear up its tracks from the wye at 8th South & 10th East up to the Fort, and the branches to Red Butte and Emigration canyons. The submitted resolution lacked the requisite number of signatures, so it was not considered by the Council. (Salt Lake Daily Tribune, November 7, 1896)

January 15, 1897
Utah Central receiver's report for the last quarter of 1896; receipts were $31,221.87. Disbursements amounted to $23,825.10; cash on hand as of 31 December 1896 was $7,290.60; cash on hand and uncollected bills, at Salt Lake station were $83.02; the same for Park City, $23.15. The last four figures add up to $31,221.87. (Salt Lake Daily Tribune, 15 January 1897)

January 15, 1897
Another of the reports, for three months ended 31 December 1896. (Salt Lake Daily Herald, January 15, 1897)

February 1, 1897
The Beehive House has been sold to John Beck, mining bigwig; when John W. Young bought the house in 1888, from Lucy Decker Young, he paid her, some $35,000.00; it cost Beck nearly twice that sum. (Salt Lake Daily Tribune, February 1, 1897)

February 3, 1897
The Utah Central has just built a new box car at the Sugar House shops. (Salt Lake Daily Tribune, February 3, 1897)

February 28, 1897
Hearings on the Utah Central foreclosure sale began yesterday; will end tomorrow; and officer will be appointed to arrange the sale; (Geo. D. Loomis was the one appointed, per later paper). (Salt Lake Daily Tribune, February 28, 1897)

March 4, 1897
An order to sell has been entered in the Utah Central receivership case, the final, details of which are yet to be arranged. (Salt Lake Daily Tribune, March 4, 1897)

March 19, 1897
"Utah Central Sale" to be 17 April 1897, of the U.C., its branches and the Salt Lake & Ft. Douglas and Salt Lake & Eastern. The sale will be conducted by Special Master in Chancery Geo. D. Loomis. No bid will be accepted for less than the amount required to pay the liens and expenses that are judged to be superior to the claims of the bondholders - these amounts the court has set as follows: for the S.L.& Ft. D., $22,500; for the S.L.& E., $117,000; and for the Utah Central, $21,500. These amounts the purchaser will have to pay in cash. (Salt Lake Daily Tribune, March 19, 1897)

March 20, 1897
"All the old passenger cars and engines on the Utah Central are being overhauled and repaired in the shops at Sugar House, which have been kept busy all winter." (Salt Lake Daily Tribune, March 20, 1897)

March 28, 1897
The Utah Central has been notified that it "Must Tear up Tracks" where the franchise has been forfeited, which in this case is the Salt Lake and Fort Douglas tracks not used in line to Park City. (Salt Lake Daily Tribune, March 28, 1897)

March 30, 1897
"Removing Fort Douglas Tracks" yesterday at 13th East and 1st South, about 75 feet removed, by Deputy street supervisor Clark and crew. Clark says he will have all crossings out soon, if he is not first arrested for contempt of court, as the receiver has promised to do. (Salt Lake Daily Tribune, 30 March 1897)

March 31, 1897
"Accused of Contempt." "Tearing up of Fort Douglas Track Stopped." "Judge Hiles issues a Writ." "The removal of the Salt Lake & Fort Douglas railway tracks by the Street Department was brought to an abrupt termination yesterday." The railroad is under the protection of the court, and not to be tampered with; Clark, et al., must show cause as to why they should not be cited for contempt, at a hearing scheduled for the 3rd next. (Salt Lake Daily Tribune, March 31, 1897)

March 31, 1897
"Tearing Up the Rails" of the Utah Central, Fort Douglas branch, by city workers. The company has "ceased for years" to run trains over this track. (Salt Lake Daily Herald, March 31, 1897)

April 3, 1897
An item on reduced fares (as usual) for conference, over the Utah Central, it is noted that "The company has added to its service two coaches with new reversible seats,..." (Park Record, Park City, April 3, 1897)

April 7, 1897
There is likely to be a delay in the sale of the Utah Central; two of the parties, Central Trust and Knickerbocker Trust, have asked for the delay, reason not given. (Salt Lake Daily Tribune, April 7, 1897)

April 11, 1897
Deputy Street Supervisor Clark, and crew, were in court yesterday to show cause why they should not be held in contempt for tearing up the SL&FD tracks; their defense was, basically, "We were just following orders," of the City Council. (Salt Lake Daily Tribune, April 11, 1897)

April 14, 1897
The sale of the Utah Central will be delayed somewhat; also a slight increase in the upset prices; or the minimum bids; SL&FD, to $22,700; SL&E, to $118,000; and UC, to $21,600. (Salt Lake Daily Tribune, April 14, 1897)

April 17, 1897
Judge Hiles decided the contempt matter in favor of the railroad, and against the city and its employees. (Salt Lake Daily Tribune, April 17, 1897)

May 8, 1897
The 'Utah Central Sale' to be this morning at 11:00am; tracks up to and beyond the fort are still in place. This item says the Utah Central has five locomotives, seven coaches, and about 135 other cars. Also says that there is some seven miles of track beyond Park City. Also, at about 4:00am yesterday, a flood in Parley's Canyon, did much damage to U.C. in area of city reservoir near Suicide Rock, and just below. There are photographs of this mess. (Salt Lake Daily Tribune, May 8, 1897)

May 9, 1897
"The Utah Central Sale" was held on Saturday, the 8th; this article is very nearly two full columns in length, the entire text of which will be found in the chapter relating to the Young roads. Here, it will do to say that the roads were sold to the representatives of the bondholders, for the sum of $272,600, as follows: $40,500 for the Salt Lake & Fort Douglas; $210,500 for the Salt Lake & Eastern; and $21,600 for the Utah Central company itself. (Salt Lake Daily Herald, May 9, 1897)

May 9, 1897
"Sale of Utah Central", purchasers Henry Graff and Anthony J. Dittmar were two of the largest bondholders; SL&FD sold at $40,500; the SL&E at $210,500; and the Utah Central at $21,600. (Salt Lake Daily Tribune, May 9, 1897)

May 9, 1897
The large trestle on the SL&FD, at 10th East and 7th South being removed, timbers going to repairs in the Parley's Canyon mess. (Salt Lake Daily Tribune, May 9, 1897)

May 10, 1897
"At 9 o'clock Saturday night workmen commenced tearing down the bridge where the Utah Central crosses the east end of Seventh South street on a big fill. By noon yesterday the familiar landmark was gone." (Salt Lake Daily Tribune, May 10, 1897)

May 14, 1897
The Utah Central will be open this afternoon; replaced track in the canyon at and below the reservoir is passable, slowly. (Salt Lake Daily Tribune, May 14, 1897)

May 22, 1897
The Utah Central will borrow a number of the Garfield line's open cars for an upcoming excursion to Park City. (Salt Lake Daily Tribune, May 22, 1897)

May 29, 1897
"Utah Central Change" - the road to be transferred to the new owners, once final payment, due today, is received. The upset price of $162,300 is to be paid in cash, or receiver's certificates. 206 of the original 500 SL&FD $1000 bonds, and 794 of the 1,200 SL&E $1000 bonds, have already been turned over to Loomis, to apply to that part of the bid above the upset price. With all coupons intact, Loomis figures that a SL&FD bond is worth $35.67 each, and a SL&E bond is worth $77.08 each; but as some have odd numbers of coupons clipped, they will have to be figured up. (see next item). (Salt Lake Daily Tribune, May 29, 1897)

June 2, 1897
Loomis says, that with the missing coupons deducted, the 206 SUED bonds are worth $5,746.10, and the 794 SUE bonds $58,248.87. He is also holding $60,984.19 in Receiver's certificates, and the three groups of paper amount in the aggregate to $124,979.16; Loomis also has ,the $20,000 in cash paid the day of the sale. The balance to bring the amount up to $272,600 is supposed to be paid in cash, today. Note that all of the paper mentioned above was in the hands of those who bought the road. There are other bonds and receiver's certificates yet outstanding. (Salt Lake Daily Tribune, June 2, 1897)

June 7, 1897
After negotiations between Loomis and the purchasers, the balance due on the U.C. purchase was set at $122,609.88, which is to be paid today, presumably in cash. (Salt Lake Daily Tribune, June 7, 1897)

June 8, 1897
The $122,609.88 was received yesterday; most of it to be paid out to claims that Judge Hiles says come before the Utah Central bondholders. (Salt Lake Daily Tribune, June 8, 1897)

June 8, 1897
"Railway Notes." "The final payment was made yesterday by the purchasers of the Utah Central railroad, and the deal closed up by Special Master Loomis, and the transfer of the property made. The special master was engaged in paying off claims yesterday afternoon." (Salt Lake Daily Herald, June 8, 1897)

June 10, 1897
The various bondholders are to present their bonds to George D. Loomis, special master in the Utah Central case, within 60 days of this date if they want any part of the proceeds of the U. C. sale. The bonds of the Salt Lake & Fort Douglas are dated 31 December 1884; those of the Salt Lake & Eastern are dated 1 July 1888; and those of the Utah Central itself are dated 1 May 1891. As to the Receiver's Certificates, $11,100 of them are chargeable to the Salt Lake & Fort Douglas, while the balance, $88,900, are chargeable to the Salt Lake & Eastern. The item reports that Loomis had office room 354 in the City and County Building. (Salt Lake Daily Herald, June 10, 1897)

June 24, 1897
"Utah Central Bought", by the RGW, says the item; tracks still in up to Fort and beyond; this item says the U.C. has seven locomotives, and 143 other cars. (Salt Lake Daily Tribune, June 24, 1897)

June 26, 1897
"Hail to the Rio Grande Western." "About the best news received in Park City in many a day was the announcement on Thursday that the Rio Grande Western had purchased the Utah Central road." This, of course, to be of great benefit to Park City, "...and it will result in the building of a depot in Park City, a concession that the Utah Central people studiously failed to grant." (Park Record, Park City, June 26, 1897)

July 11, 1897
Another of the three-month reports, period ended 30 June 1897; nothing of especial interest, as the paper is now doing a 'short form' of these dry things. (Salt Lake Daily Herald, July 11, 1897)

July 11, 1897
Receiver's Report filed in Utah Central case for the period April 1st to June 30th, 1897; receipts were $16,369.09, and disbursements were $19,463.26. (Salt Lake Daily Tribune, July 11, 1897)

July 12, 1897
In Park City, "The old passenger car that does duty as a ticket-office and waiting-room for the Utah Central was broken into last night and cash to the amount of $29.15 was stolen." All the money was in coin. (Salt Lake Daily Tribune, July 12, 1897)

September 3, 1897
'Receivers Will Resign' from the Utah Central, today, it says. (Salt Lake Daily Tribune, September 3, 1897)

September 13, 1897
All track and bridges from 10th East and 9th South junction, up, have been removed by this date, and the Salt Lake & Fort Douglas is no more. Track in Red Butte Canyon, and over to Emigration Canyon, is also gone, as no point to keeping it with no connection. (Salt Lake Daily Tribune, September 13, 1897)

September 22, 1897
George D. Loomis filed bond and took oath as Receiver of the Utah Central yesterday, and James McGregor turned the road over to him. (Salt Lake Daily Tribune, September 22, 1897)

October 1, 1897
Petition for distribution of funds to bondholders of SL&FD, SL&E and UC filed yesterday by Graff and Dittmar, purchasers of the UC, etc. (Salt Lake Daily Tribune, October 1, 1897)

October 2, 1897
"The people of Park City would greatly appreciate the erection of a comfortable depot building by the R. G. W. people, to take the place of the stuffy old car that now serves that purpose for the patrons of the Utah Central. The R. G. W. are progressive and accommodating people, and they will erect a depot as soon as they get control, without doubt." New Utah Central agent at Park City is J. S. Ferris, account the former agent, A. H. Ahlefeldt, has gone into train service. (Park Record, Park City, October 2, 1897)

October 16, 1897
Another of the three-month reports of the Utah Central receivers, for the period ended 30 September, 1897, and as usual, nothing of useful interest. (Salt Lake Daily Herald, October 16, 1897)

December 18, 1897
"News of the Week." "A claim for $300 was yesterday filed by R. C. Chambers with Receiver Loomis, of the Utah Central Railway company, for rent and compensation during the receivership for use and occupancy of [the] roundhouse at Park City and for use of the land for main and side tracks of the railroad at Park City. -- S. L. Herald, Thursday." (Park Record, Park City, December 18, 1897)

December 18, 1897
Item on RGW takeover of the U.C., pending as yet; "If the company will follow it up by erecting a convenient depot building to replace the unsightly car used for that purpose at present, everybody will be thankful." (Park Record, Park City, December 18, 1897)

December 25, 1897
Deeds to the Utah Central given by Loomis to purchaser's attorney, Frank Pierce, yesterday; Pierce immediately filed same with the county recorder. (Salt Lake Daily Tribune, December 25, 1897)

December 28, 1897
Utah Central Railroad was incorporated in Utah for the purpose of "buying, owning, maintaining, operating, and further extending...the railroads, rights, properties and franchises recently belonging to the Salt Lake & Fort Douglas Railway Company, the Salt Lake & Eastern Railway Company and the Utah Central Railway Company ... which have recently been sold under judicial proceedings..." The incorporators are the same names as local officers of the Rio Grande Western Railway. (Articles of Incorporation, Utah Central Railroad Company, dated December 28, 1897)

The described routes include the Following:

a line of railroad from Eighth South and Fourth West, north to North Temple

a line of railroad "not constructed" from Fourth West and North Temple, north and west from Salt Lake City to Great Salt Lake

a line of railroad from Sixth West (700 West), east along Eighth South to Seventh East, then south to Ninth South, then east to Tenth East, then north to Fifth South, then northeast to the intersection of South Temple and Thirteenth East, then north to First Street, then east across Fort Douglas to the stone quarries of the Salt Lake Rock Company in Red Butte Canyon, with a branch to the brewery at the mouth of Emigration Canyon

a line of railroad from a junction with the above line of railroad at the intersection of Ninth South and Tenth East, south to Sugar House

a line of railroad east from Sugar House to Park City, by way of Parleys Canyon

all lines in operation

December 30, 1897
A new Utah Central Railroad Company filed articles of incorporation, by RGW officials and associates, yesterday. (Salt Lake Daily Tribune, December 30, 1897)

January 1, 1898
Rio Grande Western Railway and Utah Central Railroad signed a lease agreement for RGW to lease Utah Central for a period of 49 years. All of the stock of the Utah Central, along with the subject lease, was to serve as security for the payment of principle and interest for a series of 650 first mortgage bonds, each with a face value of $1000.00, dated January 1, 1898. Payment due in 20 years, with semi-annual payments of 4 percent interest on the bonds. RGW agreed to hold all of the leased property and to operate Utah Central and its own railroad as a single company for the period of 49 years. (Rio Grande Western Treasurer's Contract Number 2393)

January 1, 1898
Utah Central sold on May 8, 1897 in foreclosure proceedings by Special Master in Chancery George D. Loomis, to Graff and Dittmar, of New York, who bid $272,600.00; a month later, in June the RGW and the purchasers made an agreement whereby the RGW would get the entire issue of the Capital Stock of a new corporation to be formed to buy the Utah Central, in return for guaranteeing the interest, of 4 percent, on $550,000 in bonds of an issue of $650,000; the $100,000 difference to go into the new company's treasury for future improvements. The earlier receivers, McGregor and Cary, resigned on September 2, 1897; the Court appointed George D. Loomis as replacement. On December 24, 1897 Loomis delivered the deeds to the U.C.R.R. to Graff & Dittmar's lawyer; and on the 29th a new Utah Central Railroad was created by the Rio Grande Western, and others. (Salt Lake Daily Tribune, January 1, 1898)

January 3, 1898
In a separate "indenture", in return for the value of one dollar and other considerations, three residents of New York City (Henry Graff, Anthony J. Dittmar, and his wife Lizzie Dittmar) conveyed to Utah Central Railroad the same railroad properties. One item of note from this document comes from the description of the lines being duplicated between the Salt Lake & Eastern Railway, the Salt Lake & Fort Douglas Railway, and the Utah Central Railway, as if the three companies were separate and still in existence. (unsourced typewritten document, with signatures of participants and notaries; photo copy in the possession of Don Strack)

January 16, 1898
"Loomis Discharged." "Receivership of the Utah Central Terminated." "The final report of George D. Loomis, receiver of the Utah Central Railway Company, was yesterday approved by Judge Hiles, and the receiver ordered discharged. It was ordered that the receiver pay out of the fund of $1,699.30 in his hands, counsel fees, $400; fees to Special Master George E. Blair, $215; and that the receiver retain in his hands $100, pending the determination of a claim presented by one Bramley, and that the balance be paid to Graff and Dittmar, the purchasers of the road." (Salt Lake Daily Herald, January 16, 1898)

January 16, 1898
"Receivership Ends." "Final Report in Utah Central Case Approved by Judge Hiles." "Judge Hiles yesterday afternoon approved the report of George D. Loomis as receiver and special master of the Utah Central. The receiver was discharged. C. S. Varian was allowed $200, Dey and Street were allowed $200, and George E. Blair was allowed $215. The receiver was ordered to hold $100 to cover certain claims, and turn the balance over to Graff and Dittmar. This balance was $1,699.30." "Attorney Frank Pierce, when seen last evening, stated that there was nothing new in the Central matter, that the Court orders were but a part of the final legal business surrounding the recent foreclosure sale. The road will run on as it has before, no developments having arisen in the matter of transferring it to the Rio Grande Western. "The Utah Central receivership ended on December 31st, and the papers approved yesterday also include Mr. McGregor's term as receiver. Mr. Loomis is still in charge of the property pending the expected and final transfer of the road." (Salt Lake Daily Tribune, January 16, 1898)

February 1, 1898
"Utah Central Change." "The Road Now Operated by the Rio Grande Western." "With the ringing of the bells last midnight the Utah Central passed into the hands of the Rio Grande Western." That is, at 12:01am, 1 February 1898. At present, the only real change is to be the arrival and departure of Utah Central trains from the R.G.W. depot on Second South. (Salt Lake Daily Tribune, February 1, 1898)